Aaron

My first and last trip to a fucking IKEA showed me this, and FUCK did it ever annoy the shit out of me. That PISSED ME OFF.

No, but 200 hours is 6800mi or roughly 11000km according to Ford's 55km / 34.18mi Service advisor got all pissy at me the other day when I warned her one of our fleet's trucks had 2100HRS on it, and warranty is over at 2909HRS, with only 70,000km on it. She got all pissy. "Well it's not my job to tell them that" Well, it'll be your job to tell them that the fucking repair ain't warranty, if and when that happens! Sorry about the tirade...rant mode off. She has about ONE more dig at me for ANYTHING and I'll go absolutely fuckin bananas. Shlep knows who I'm talking about.

Quote: and a good mechanical pro Dizzy shakin' my head. Thank you for the info, it is a big help!

I didn't say it'd WORK, I was just saying what's likely going to happen, if the only indication of the system being low is a warning lamp being on - LOL.

Didn't they used to tell us to change the HPOP when these screens had holes punched in 'em? We're not allowed to do that anymore.... What Bruce said though - out of all the 6.0's I've had apart, I can count on one finger ones that that intake screen hasnt had all the windows bashed out of it, so I'd look there for sure.

Never see any surface rust on it....

I got a question, fellows. Anyone know anything about Ohio Piston Company? I have a set of 1260P pistons, and I need to know what the pin height is on them, and the dome volume. Any help would be appreciated. Thanks!

Technical term, right? What's the basic part number on this?

Guys'll just fill the fuckin' thing with water...

DIS GUY (ME) might know the part number.

We had one at Diavik, a 6.7 in a Western Star...went into regen and ran away something to do with the EGR was the root cause. Tore the flexplate bolts out of the crank. Buggered the crank up pretty bad.

Do we need to send the Powerstroke Mafia around to rough you up to get the answer out of you? The suspense is killing us!!

Ralph Bellamy B6230 KENTWOOD FORD SALES INC EDMONTON , AB posted Apr 21, 2009 3:01PM -------------------------------------------------------------------------------- anybody else finding kick backs on ficm claims again. appears you have to rewrite tsb to get paid again John Ulinskas A1059 OAK-LAND F/L SLS LTD OAKVILLE , ON posted Apr 21, 2009 5:35PM -------------------------------------------------------------------------------- Same here, it seems like they want you to write every step of the tsb that you did on the back of the RO and have your results. We had one kicked back because the tech did not write what the cal level was at on the back of the RO. Alex Bruene B1342 DONWAY FORD SALES LTD SCARBOROUGH , ON posted Apr 21, 2009 6:06PM -------------------------------------------------------------------------------- All they want to know is what calibration is installed... it's not that difficult. michael chan A1078 YORKDALE FORD LINC SLS TORONTO , ON posted Apr 21, 2009 7:06PM -------------------------------------------------------------------------------- Just curious. It was originally speculated that this recent wave of FICM failures is due to the most current calibration burning out the DC-DC converters. I have had a few coming in, where it didn't have any one of the three calibration levels listed in the TSB. This would disprove the argument that the failure is being caused by the stiction calibration, would it not? Has anyone alse had any coming in, that didn't have one of the three calibration levels listed as well? AARON JOHNSON A6065 KOCH FORD LINCOLN 2003 EDMONTON , AB posted Apr 22, 2009 11:44PM -------------------------------------------------------------------------------- Alex, Ralph is right. We are having to write the tsb pretty well word for word as well. Calibrations, test steps and results. don white A8009 PERFORMANCE FORD SLS INC WINDSOR , ON posted Apr 23, 2009 11:27AM -------------------------------------------------------------------------------- Mike, the last 3 I've changed didn't have the listed calibrations either. So I'd have to agree with you. Dwayne Gorniak B6264 S.L. FORD SALES LTD. SLAVE LAKE , AB posted Apr 23, 2009 12:27PM -------------------------------------------------------------------------------- Word for word here as well. Don't even dare to miss a period or forget to cross a T. We also have to have before and after calibrations written down. The politics just keep getiing worse. I think we should should all start punching time tickets for writing stories and then claim the lost time on our income taxes with a T2200 form. My accountant said it was worth it. Bruno Wilimek A1091 POLITO FORD LINCOLN SLS LINDSAY , ON posted Apr 23, 2009 1:39PM -------------------------------------------------------------------------------- I have had one without one of the three calibrations listed, so agree with Michael. We also have to fill out the diesel worksheet now on these as well as write the tsb info on the work order. Alex Bruene B1342 DONWAY FORD SALES LTD SCARBOROUGH , ON posted Apr 24, 2009 6:11AM -------------------------------------------------------------------------------- Okay... I thought it was a pretty "simple" to write the story on FICMs... I guess not... I just had one sent back by Ford... the story on my work order lists the installed calibration, the results of all my test, and that I had replaced the FICM due to a failed DC/DC converter as directed by step 11a... they sent it back asking what a DC/DC converter was... my patience with these people is drawing thin. AARON JOHNSON A6065 KOCH FORD LINCOLN 2003 EDMONTON , AB posted Apr 24, 2009 11:58AM -------------------------------------------------------------------------------- Welcome to my world. Chris Briggs B7015 KICKING HORSE FORD SALES GOLDEN , BC posted Apr 24, 2009 1:14PM -------------------------------------------------------------------------------- I second that Alex. Aaron Robertson A8009 PERFORMANCE FORD SLS INC WINDSOR , ON posted Apr 26, 2009 10:28PM -------------------------------------------------------------------------------- Ralph - James says "Hello." Sorry for the shatty-ass spacing, but I figured I'd tell Ralph you said "Hi", Jim!

Funny you mention that....I got a 60oz jug of it from a customer for studding his 6.0, turned out it needed heads too.

Well, at least I almost got the color right...

I don't disagree with rebuilding these, but I do disagree with we get to take it in the pooper for it, and I am wondering where it's gonna stop. And there is NO flushing these things. Me and Shlep have had 3 or 4 of them in constant rotation in the varsol tank trying to flush the shit out of the cooler. No workee.

Turbo feed pipe?

This is funny. When I was at Grampy's place we were discussing how Ford changes their tune all the time about doing things. Like on 6.4 - DON'T COVER THE COOLING STACK! Well....okay....you can, but use OUR cover. Turbochargers are a personal favorite. 6.0 turbo, in the box, comes with a fucking tag that says "DO NOT DISASSEMBLE HOUSING" Yet Ma Ford says hock that fucker apart. And now this. An oil cooler, you can split into pieces, so here we go, let's do that, too. Like I said before, We've got a few of 'em soaking in the varsol tank cleaning the layers of filth off of them so we're prepared for the coming repairs. This band-aiding shit is really starting to grow tiresome. What next, it gouged a cylinder wall, so we're gonna have you weld it up, and then grind it flat, then ball hone it? Going back to plastic injection on worn out balljoints and front end components?

"Hey, it made this weird noise, revved it up a couple times, and it went away"

^^ It's the heat exchanger, not a whole cooler. We're prepping several oil cooler cases at work as we speak for this latest and greatest shit-show.

I think I worked with this guy...

Had a customer bring his car into the shop when I was at the indy garage, said he put brakelines on it, and couldn't get a real good pedal, been bleeding the hell out of it. OK. Bring car in the shop and put it up on the hoist. Grab everyone once I see what it's all about. "OK sir, step on the brake please!" HISSSSSSSSSSSSSSSSSSSSSSS was all we heard as the clear plastic fishtank hose he had used for brake line inflated to about 5-6x it's size. Another one, a phone call this time. Customer:"I'm doin my own brakes here" Me:"Uh huh...." Customer:"And I got this fuckin' thingamajig" Me:"Stop right there, and have it towed here." Customer:"Why?" Me:"Because if you're callin' it a fuckin' thingamajig, you shouldn't be doing your own brakes." Guys doing small block tuneups that think the 4 wires on the left side of the cap go to the left side of the engine, and vise-versa. Rocker arms, you tighten them up till you're out of threads, right? How about a distributor? Just plunk it in till it goes in all the way, right? My favorite is the guy that comes into the shop carrying one of those little push-through plugs (looks like a mushroom) that the assembly line puts in the dipstick hole. Me: "Whatcha got there?" Customer: "Well, I was just servicing my transmission, and I found this in the pan." Me: "Cool, but where's the other one?" Customer: Me: After the customer almost loses it, in a panic because he can't find "the other one", I fill him in on the joke

Did you quote the following in your repair? OASIS SPECIAL SERVICE MESSAGE NUMBER: 20370 MESSAGE TITLE: 1999-2008 7.3L/6.0L/6.4L/4.5L DIESEL - CLEAN THE CHARGE AIR COOLER (CAC) SYSTEM AFTER CERTAIN TURBO OR ENGINE FAILURES - SERVICE TIP APPLICABLE VEHICLES : 1999 - 2008 TRUCK : 00028 F-SERIES 2000 - 2005 TRUCK : 00126 EXCURSION 2004 - 2008 TRUCK : 00016 E-SERIES 2000 - 2007 HEAVY TRUCK : 00067 MEDIUM TRUCK 2006 - 2008 HEAVY TRUCK : 00168 LOW CAB FORWARD OASIS MESSAGE : ON A 7.3L, 6.0L, 6.4L, OR 4.5L DIESEL EQUIPPED VEHICLE IF THE TURBOCHARGER IS REPLACED FOR AN INTERNAL OIL LEAK OR COMPRESSOR SHAFT FAILURE, THE CHARGE AIR COOLER (CAC) SHOULD BE CHECKED FOR OIL CONTAMINATION AND CONSEQUENTLY CLEANED IF CONTAMINATION IS FOUND. THE CAC SHOULD ALSO BE INSPECTED AND CLEANED OF OIL, FUEL, OR METAL CONTAMINATION AFTER AN ENGINE FAILURE THAT MAY HAVE PUSHED OIL, FUEL, OR METAL INTO THE CAC DUE TO EXCESSIVE CRANKCASE PRESSURE. A THOROUGH CLEANING OF THE CAC SYSTEM IS NECESSARY TO PREVENT ENGINE DAMAGE OR DRIVABILITY CONCERNS. REFER TO THE WORKSHOP MANUAL SECTION 303-12 FOR PROPER CAC CLEANING PROCEDURES. IF EXHAUST SMOKE IS OBSERVED AFTER ENGINE REPAIRS AND THE CAC CLEANING HAVE BEEN COMPLETED REFER TO SYMPTOM CHART 8 IN THE PCED MANUAL. APPLICABLE SYMPTOM CODES : 400000 ENGINE 401000 ENGINE OIL SYSTEM CONCERNS 403000 ENGINE EXHAUST SYSTEM CONCERNS 499000 ENGINE BASIC ENGINE 606000 DRIVE-PERFORMANCE 614000 DRIVEABILITY LACK/LOSS OF POWER 614500 DRIVEABILITY LACK/LOSS OF POWER - ACCELERATION 614600 DRIVEABILITY LACK/LOSS OF POWER - CRUISE I'm still kind of lost here, are you saying that you changed the engine already, because of this fuel/oil issue, and it's been kicked? Why did they kick the claim?

I got it, I got it...please note the USAF lettering, drab olive green paint, and the particulate coming out the tailpipe, due to the lack of DPF.